Air-brake system.



N0. 836,682. v EATENTED NOV. 27, 1906. G. .R. HENDERSON & W. V. TURNER.

AIR BRAKE SYSTEM. APPLICATION FILED NOV. 13, 1902,

, in w m w WV [OFIJJUQ QN. $1

PATENTEfiKV. 25,1906. G. R. HENDER$0N & W. V. TURNER.

AIR BRAKE SYSTEM.

APPLICATION FILED NOV.13, 1902.

3 SHEETS-SHEET 2 To MA T0 Tm P REseRVoIH- Ira/67150719 6 67 Z/ PATENTEDNOV. 27, 1906.

' HG. R. HENDERSON & W. Y, TURNER.

AIR BRAKE SYSTEM.

APPLICATION FILED NOV. 13. 1902 3' SEEETSSHEBT 3.

'/////////// inmI movements Uh lllhlli) STATES PATENT GEQRGE R.HENDERSON AND VVAL'IER V. l.U1 NlR-. OF 'J'CUPEKA, KANSAF, ASSlGNORS TOTHE iYESlTlNQrl'lUUSE Alli. liltiililfi COMPANY. Old PETTS- BURG,PENNSYLVANEA, A (.lOlilO AlFl BFiAltE i-lAlTlON OF PENNSYLVANEA.

vSpecification of Letters Patent.

Patented Nov. 27. 1906.

Application filed llovomlicr 13,1902. Serial No. 131.240%- To (all whom711 wit/5y concern.-

Be it known that We, GEORGE E. IlluminasoN and WALTEn V. TURNER,citizens oi the United States, residing at Topeka, in the county ofShawnee and State of Kansas, have invented certain new and usefulIniprovonionts in Air-Brake Systems, of which while the brakes applied.

Another object of the invention is the provision of an'irnprovedrecharging-valve device for opening communication from the train-pipe tothe auxiliary reservoir around the triple-valve piston, whereby theauxiliary reservoir may be recharged from the train-pipe while thebrakes remain applied and Without moving the triple valve to releaseposition.

Various devices for gradually raising the train-nine pressure andrecharging the train pipe and auxiliary reservoirs while the brakesremain applied have heretofore been. proposed; but these have beenunsatisfactory, principally for the reason that the rate of feed orsupply of air to the train-pipe was not properly regulated for varyingconditions and different len ths of train, since, as Will be readilyseen, t .e rate of feed to the trainpipe, which might be made torecharge a long train successfully Without releasing the brakes, wouldbe sufiieient upon a short train to cause the movement of the'triplevalves to release position, thereby rendering such a deviceobjectionable. F

By means or" our improvement the supply of air to the train-line when itis desired to rccba While the brakes are applied is autrunaticallyregulated, so that the train-pipe pressure mayahaf ucreaseiatsubstantially a predetermined rate regardless of the length and(mpacity' of the train-pipe or thearnount ol leakage th refrom, whichrate of increase will be less than that'rcquired to release the brakes.

Another in'inortant feature of our improvements comp: means operatedbythe usual. enginecrs bralre-valve, v; hereby the iecd-control-valvedevice for re charging the train-pipe and auxiliary reservoirs withoutreleasing is brou 'ht into action by the movement of the bralre-valvefrom service or lap position to running position and is out out and theordiiniry iced-valve device brought into action bythernoveinent of thebrake-valve from full release position to running position. I

ll hen a reduction in train-pipe pressure has been. made for the purposeof applying the brakes, the ordinary fecd-wrlve device naturally standsopen on account of the re duccd trainqnpe pressure, so that when thebrake-valve is returned to innning position and the teed-port is therebyopened a strong pull' of air from the main reservoir irn1nerli atclyflows thro'u h the feed-valve to the train-pipe, and unless this Wave ofincreased pressure is checked before reaching the triple valves it willbe sufficient to cause the re the fecd-control valve shouldv be openedslowly in order to prevent a sudden Waveof increase in train-pipepressure, and this com prises another important feature oi ourinvent-ion.

Our invention further comprises an iniprovd 'form of recharging-valvedevice adapted to open communication from the train-pipe to the auxiliamreservoir around the triple-valve piston under a slow and gradual risein train-pipe pressure without re leasing the brake, but also adapted.to close such communication upon a more/sudden or positive increase in"train-pipe pressure, such as is ordinarily made for causing themovemerit of the triple valves to release position.

in the accompanying drawings, diagrammatic View of an air-brakeapoaretus embodying our irnprovcn'icnts; h 2, side elevation of theengineers bralie velve with certain attachments, partly in section; F 3,a transverse section of the standard slide-valve iced-valve dcviceplfig4., a plan view of the engineer s brakevalve, showing in full-lines thehandle and attachments in full-release position, the parts beingindicated in cotted'iines in running position; Fig. 5, a similar Viewshowing the arts in full llnesin' service position and in ootted linesin I11I1- stood by those skilled in the art.

Hing position; Fig. 6, e sectional. elevetion of the triple-valvecieviee Wilii i119 recharging valve device secured. thereto; llig. 7, inenlarged seolwionel View of oiii'improved reeling ing-velve device, andFig. 8 a sectional View of the feed-control-vslve mechanism.

In illustrating and describing these improyemems We heve onlyiil!1$fl&t6(l.ii.fid ii-5- seiiioeil in detail that which we consider tobe new, taken. in connection with so much that is ole, will properlydisclose the invention to others and enable those skilled in the art. topractise the some, lee-Ting: out of detailed eon-- si'ile'i'etioii otheroml we'li-iznown ineoiiimism which, if'de'seiibecl end shown herein,would only tend to confusion, prolixiw, and embis i y constmoting enfiilkhiftke system in eo- COI diLIIGG with these improvements We use emain reservoir a, auxiliary reservoir 1), brake-1,-

oyiincie'i" c, mainline pipes (5, connections or couplings e, d'lipievalve 7, brake-velve g; and tmimliile "OVBI'HOI' 71 all oonstmetecl andas rsngeil'su stentislly in any well-known or usual marine? and all oiwhich is fully under The bmkevelve is Connected iitll themain'rese'i'v'oii" through the usual channel or pipe-- 11 and with thetrain-lino governor ilii'oilgli e pipe in sill *lton'tieliy the usualmanner and with "the train-line through a pipe i: in the usuali'i'izmnel', which pipe has 'tiieusuel cut-oil" valve Z. The triplevalve is connected with the iil&il1lill8 pipe ivy the m firiih'the brekeoylimler at n, {L3 is usuel in passengerequipment, mid with ilieauxiliary i'esei'voii'liy means of a, pipe also uses} inpassengerequipment. i

. 51min art to which this invention relates it is well known, ashereinsbove su gested, lee

' when the first application of brilms is made by ilie' placing of thebmlcew'elve lever J zit service position, as showiiiii full lines inFig. 5, ili'e'lyrein-line'pressin'e will be reduced sufiieioni amount to"permifi the imxiliew reservoir pressure to move the tripleweivepi'r'aoii 150 the position shown in Fig. 6, meltiheusuel connectionsbetween auxiliary-reservoir and the bi'zil tiog -eyiincler.

time cut oil ihe furl'iliei introduction of air fi'o ii the train-lineto the auxiliary reservoir, fillet s, recharging of the Yeservoir couldnot mko' p'leoe'until the triple-valve piston had in theokl-constructionsii. would at theseime filial reservoir its lowestposition, so to prevent fi'ee eominui ieeaion tween the train-line endti e on; Iii-T3 ieee veil. To permit of e smsli volume passing il'ieiewe the b 8.1L. I its are si'i'enged es set foi'tli, e .io'ii o? the(ioubleeotmg oiieoii'vi'ilieis pi U provided. filth en peiiemtien'w newangular or mcliai perforation 3 opened closed by means iii alia-il-veive /illi'en there is a slwlii increase oi *iessure below l the(ioiil leeietm eiiecliwslve'i" iii-mt in e the auxiliary reservoir, thebeiiwsive 2 will be raised smizx. smeli volume oi air permitted to passtiii'O gli'lziie perio'ieiions e" mi 11/ and around tlii opera valvewsii-o'ilie and thence min l l'ie euxili'eiw reserves from the item s11}ply-pipe, slizgl'wn portiouleifly in Figs. 6 ens 'i ig. "ii; W'lii beseen that the comma oiemeiiiie'iy mm; 21 reclimg iigwzilve t .S on L1 etra i one side of lien this im- 1-, the triple ,lve piston, eo the ionis in lit 'gi ositfi li voiiimeof from bii m. riifi'B i oss into-fire'suxilisi' v i s-ervoii", (maint no} in meet? cal equilibrium pressureonliofiii sides of ti ip'le piston) prov' rig; ah-ere is iio substantialthrough, however, so wiry reservoir slowly w."

moire he g ple-velve'piston'lzo release; goo sitioi'i. Wiisubstantiallyto move Julie tiiilifflfl siliie piston so the if 10S. ise, it willeisoeiet on the siipeiioi' .HFlli of ilkfiiGWK/QK cheek-valve Q! in theseine with/the upper (EllClivalve al 11st its seat, so as 330'completely slime oil in oilgii this supplemer' ilisiry' zesei'v :(lpermit siieh res take its charge throiig'ii groove 1" pipe 0; v

' From the 'fioi'egoiiig lesetfipiioii of eon s ti'uetion emi operation.it wili belseeis til die suppiemenmrj reehoigingzwelve es mitiichediotheii-ipie valve mid auxiliary? )s ei'voii' is operated unzlei [certaineoiirlit-ioi'is. it. will also ep'y'leoi' ipliajfi sliouizl em exoessii'e volume of sir be'eilii itied to the @I einQliiie side of thetriple-valve piston'g itini giiit and probably would oper'siie tomi'a've'suehf piston in release "position when it is not (lesiifabie toso move if. 'siizify that some means he" I v ehci ineiz'imining eiiesnfl'fe'eil supply of air to-e lich side 0? sueli piston, so ssi oprevent'sueii e {eonjtiii'g'eiioli grevity and some oi the pressure inema lie volume o'f'airin eases.

increase volume 'suoh as would lo x-veive with the an 7 lit-s 4 5'profs-s. 1 swarm-l L 0 s lira-011st 9?: la axtenilmg out from am"foi'ming s21 st wily men's t; we misting. The plig of the sisal '55extending up was-al y, we? with iwo arms 16 and 'decl and nnscted with1e hrs-ii line is? in 0*? the nine 11.

2 L7 4 I D X K This supp 1 mmry Ci1l7-01l valve is 4 1s a plug; 1?:122sngsd therein, having longitudiiris-l snzl 1's l 1 ilxereii1rougl1sla ranged DP sumac-led or cliscomiected with tlw usual "cram-lunechannel 'tlimugli "(he lOis p1 These two arms of the lever a. stagedfilm- 9; s second sun or projoctis on the brake-valve lever may contact511s smile filHl move it t0 the position shown 11 Fig. by and during themovements 0: the ln'slisvslvs lever from fill-release position, so

17 amines;

nmning t) as an open the passage E3 131 the Van's-plug; 12 it the 20ndconnsst tz'ain-lins govsr 101' W tmin-line "ulm'sugli the usual Slmmaking the train-line governs? at such time the govei'niz -vslvs s: ninepressure in ill train-line svsi "Fl" parts am also l u, ranged (ses s 5)1 mm; when ill valve lav s moved Tom running to ss /ice pass;- (intnsrson SUIKPS in mm l? 7 ant channel, was nilzsr line ilno'zgh the 13s7 L passage il 1 [11911-113 must be supplis l to 3TOVl iin 1" Emmi. them: i to such il'fillblll'lfi system and wg ulste the pressure and volume"therein. (is; to sccm.1p.=.,.l1 lthis lash In or mentioned resu isprovldscl sad.

nested therewith.

20 is Tim? T33 lie-mg connected wit which connects it with the regal ,1vain two passages J3 and. A are separated by 1. wsll 245, tl'no'vql'i iwhich a perforation 2'7 is mails. This perl 1 ration*in'uciically groveis the volume 01 filial; ii [ruin the main reservoir 20 ll: tmin-liiu Iis when this rsgulsiing-vslvs i in use, ml 1 should be smaller than thepssszlgu 01' pvrfural inn Q? in tho first-usinul sup- 'phrsgm ziml mm llsy sm when the regulating-valvs is m may pass up through one or more ofuch s1 'giiplsmsmiahy valves witlimit any (isngsr iii in filing lie'l:i"lf)l-V2ll' s pismn (j to release 169051 is: mguls .ngmlw is furthm'supplied wfili a main diaphragm 2s, having a stem lsmrssly armngzwl in.livision Wliif'li sets as 1: guide. The: upper A t l stem 5? aved so top62 Bill; a quantity of ziii" m k 11 'l'rom elm pas-saga .24 into tlierlisrnbsr 32 a?) :0 (lie diaphragm. A chamber 33 i. sa'mngal below the(liar muted will: the train-limb l; ly means of a pipe- 34. Thevalveswing :1 so has chamber 35, the walls of whici proje it into theUllB-l'fillel 33 Ll 1m: perfm-sbsd Y: valve-seats which Balanced vs layand sperste to open and Gloss l assure as it fes ls (l chamber 32 of mulsr ulziiing-vslvs (em-seals that 0 the the g smlnwl' e sml slmnibei 33(if reguls tinge valve, in LEUfX-I'Yl! acting on the U si of the (BL. inforces it cut-0i? valve .1 massages m we is 330m running L0 in sgoingelelol films Va-lli lm Within lis seen from the scription of sonst\lCtlGll and ups should the supg lemsnmry cutslssed in position PM:engineer 51:. his power the mail. 1g 0.! (fiesis.

the trai line pi e and all f the nv ssewan's wimom in Way :ust is illsbrakes, so limit" he can or lUSf'llllE-l' pplicslinn 0i kll from onep13: iiisn to another nmy be m0 Wed 107w an hmxcazi any Way such mm avflve, and when the parts are n in Fig. ihe brake M3 movgd Mom sew w, tomnergenay 0;" ramming pu ition 21nd hm; My any desired 1m 1h?! 0?iiumrywithout disturbing the (rut-0., In fact, such 11 valve when itessential ozmnoi be nwved a: so to XILOVQ- it.

With mqzud t1 i and line 1 shows the 0431RPM M the imndie occu tion,fine 13 when it is running pussitinn, 11198 3 when it is n i p ayan: 4-.in service p m, and him emergmmy pus Vi 33. claim I. in 7 311 mv-bmke,the colnhifmbinn with g'rpijn and engzin hmke 0i" vain, device formntmhmg the supply of air 1.0 the train-pipe whiic the "ml-"Likes ziEO11 52 lied, and EEI-JziUt-B op ted he LUUVOHHT f in an air-brake, themmbinaiiun with train-pi5, e 211' 41' angina: brake-Jaime, U? a valvedevice M1 continuing the supply uf sir Lu the {min-pip? whil the brakesare appiiedgzmri me: 1 operated by the movement of the bmkze-vulvc from111;) m running pussitiun f0! brx z'zgil xg said vflh'n (ibvicv info action, and from fiz3-1eleass in running push Liam fmw ing the w out ofactima,

valve from lap in nu; 11g pusimm for ing said (mi-(m1 and. m on?posiiiiml, and i'rnm ILlli-rQim-Asp in running; pnsiiim: for mow mg the(ant-mu Mm m mwthm' pusiiion.

in an uirlwzziu', YEW vmubinniimz wi h Train-495;)! and 'nzukim-v'aivv.of vaivv d9 M mnn'uiiing thv suppiy m" air in Um {mi pipv w 16mg; valve150; limiting the pmssum to a redetaymiuei degreaa an &ir-br.:1ke, theconflnigwfioll with a pipe and nrake-nflwg of a valve devica forumtmliing the suppiy of air to the tl'ainpip v pr'edoieyminui ratewhile: the brakes we a: 66, and (:uhufi medmnism eguemted L8 muv-ementsof the brake-valve for lg said value device intu and out of {Ac- "0?rzuntmfiing the supply of air to the Z 0 while the brakes 2m: ppfied, au ,mmunr huffing a I? 42d inletopu kg, 11 nmvz hi0 abutment or :haphmgmseu? t ('0 H10 opposing ,w'cssufcs 0.? the trzmkwipn andrvguiming-chamhm' i'nx' oper- 5 lid 'mi'vv, and mm-lumisn operated by L;,1. o-vaiv for witz in q s x'vgnhltingx'zajw min and cut of ucunn.

U, fin an air-brakv, the (zombinmiml with a 'wpi'pv, auxiliary TPSPF'Y'iiI and triple valve, 0- a, 1'04:barging-valve dense mmwct a l in thepistonwhamhm' of the tnpie valve Mi having; msans upended by a Eight in-(:rvmk 1n brmn plpe pressurs: m opan commu- .miiy m immunisation from mxiimy K'iSlfl'Ynii to the Wain-mp4, and pied unner- & positive increasein train-- p'ipv pmessms to 1mm m itg opposite seat to flamecoazsmuniwHun frnm he train-pipe in the auxiiim. .az-yvoir, and .a smallvaivc mzt- T under sow and gradual risv in train mg pr You.

1'; increase in train-pipe gm sure ma- *lu.-mg5 (-wmmlmimtinn fmm the Pto thv a). xilim v rvservoir, m1 :1. mmymmi 0!: said fiYst-named tremqmValve and ngwratmi under a alum and gmdua? incwmw in emcee pipe,atriplevalve connected with the brakreg-cylinder auxiliary reservoir andtrainhne, e sunpleinentery recharging-valve connected with thetriplevalve on the trein linc side of its piston intermediate it and thesnitiliery reservoir "with which it is also. connect mental-f, cut-oilvalve connected With.- the treindine governor and with the trsin-lineintermediate the same end errengecl to he opercted bv the movements ofthe brakevelve lever to cut oil such governor from the usual trein-linoconnection in one position end open such connection to the train-line insnot-her position, substantially as described.

l t. in en sir-hmke system of the class de-- scribed the combination. ofmain end euxib ier v reservoirs, s train-line pipe, :1 brelnngcylinder,a triple valve connected With the braking-cylinder, auxiliary reservoirendtrain-line pipe, e brake-Volvo, e trein-line governor connectedtherewith, snp'plernentsry cut-ofif-vel've mechanism arranged betweenthe train-line end the train-line govcrnor connected therewith endprovided with lever mechanism arranged to be operated by the movementsof the brake-valve lever to close same when the brake-line lever is inservice position and openthe some be tween running; and hill-releaseposition, substantially esdescribed.

15. in en sir-brake system of the class described, the combination ofresin and auxiliary reservoirs, e treineline pipe, :1 brakingcylinder, etri le ve-lve connected With such breking-cylin er, auxiliary reservoirand train-line pipe, e brekew'ol connected with. the main reservoir andtrain-line, e train-line governor connected with the brakevelve, ssupplementary cut-off valve connected with the train-line go vcrnor andare, ranged between it endlhe train-line pipe with vihich it is alsoconnected and o erstelole during the movements of the rakevclve lever, eregnlsting-reservoir, a regulet,- ingvalve connected with the train-linegov ernor, eguletinga'cservoir and trein-line errenged to be thrown intoend'out of action by the position of the supplementary velve to maintaina desired pressure in the train line pipe, substantially as described.

16. In on air-brake system of the class de scribed, the combination ofmain and auxiliary reservoirs, an sir-brake cylinder, e trainline ipe, etriple valve connected With the cuxi iery reservoir, brake-cylinder andtrainline pipe, e brake-valve connected with the mein reservoir andtrain-line pipe, a train line governor connected With the brakevalve, 2,supplementary cut-oil valve connected with the ti'simline overnor andwith the usual train-line connections and errengcd to be operated by then'iovcments of the brake-velvet lever to cut the train-line gov into orout of usual connection with the train-line, s regulatingoservoir, aregulating-valve connected therewith end with the train-line governorthrough a by passage or pipe and with the train-line ipe, and a reducing or governing valve in t is connection between the roguletingwelveand t .3 train line governor, snbstentially as describe 17. In oneir-breke system of the class described, the combination. of main andauxiliary reservoirs, c train-line pipe, a brehecyiindex, a triple valveconnected with the auxiliary reservoir brekecylinder sndtreindine pipe,e supglementei recharging-valve connested Wit the auxi isry reservoirand with the, triole valve on the trein-line side of its piston toentirely cut oil the admission of air to the auxilieryreservoirtherethrough when the volume of air in the twin-pipe exceeds'epredetermined amount and permit sir to go through the same under desiredconditions, orekevalve mechanism connected with the train-line pipe endwith the main reservoir, a train-line governor connected with thebrakevelve, supplementary cut-ofi-velve mechanism connected with thetrain-line governor and trein-linc opeleteble by and during themovements of the=brel re-valve lever to cut oil and connect thetrciniline governor with the train-line through the usual channels, aregulating-reservoir,and e regulating-valve connect d with theregulating-reservoir, trein line pipe and train-line governor,substentially as described 18. in on air-brake system of the class dc: Yscribed, the cornblnstlon of main and 8.11X1l iery reservoirs, ctrain-line pipe, a li mkecylinclcr, a triple valve connected with theeuro iliary reservoir, brekecylinder and train-line pipe, a sliplementery recharging-valve connected Wit 1 the auxiliary reservoir andWith the triple valve on the train-line side of its piston to cut offthe edr'nission oi sir to the auxiliary reservoir therethrough when thevolume of air in the train-pipe exceeds certein conditions and permitair to go through the same under desired conditions, brakevelvemechanism connected with the trainline pipe and with the main reservoir,trainline governor connected With the inalievalve, supplementarycut-ofi-velve nice-he IOC l iliarjv reservoir, l'n'alic-cylilnlur andin:

nor and ma n-liln: an

1311)! and trail inoperative, durii ov SE16 1 v (3d. with tileyogi:lsiniga esorvoii train-lino pipe Halo 'no govoi'nor, and o reducing0:? second s2 vowing T vo in. the connection lootwoon tno i'ogulnt gmlvomain-lino governor, sul'isto 'tiznl'v ii ascribed.

19. in an on; 'imko ayst-e-m of the (leso ribod, the combination of mainand auxiliwi'y reservoirs, a ln-al-:o-cyl:inrler, n train-line pipe, atriple volvo ('JH'i-nQClJZHl with the auxiliary resorvoir, ln'nko-"ffliin'lel and l'rnin-line pipe, a supplementary recharging-valveconnoo'cod with tho auxiliaryreservoir, and with the triplo valve on notrain-line side of its piston to poi'n'iil a recharging of the nuxilizuyresm'voir when the l'flllliPS are appliod as well as whoi'i i'olei l, a,brake-valve connected with lfu lne pipe and will: the main fl-lino'oovei'noi wnneoiexl n, lnploinontai' v oul- 31 ii the rain-lino govern,lJQUCWGIl illQ usual (501lnoslimls of v n-line governor znnl 1minline,and le /oi on such second supplmncnwry valve aimingaiil to in:operate/Ll ovoiznl (lining in: mm ver wlion it up Muss oitlioiQI-llliilli of its motion to (lose 1/12 sumo "when movement made 5minrunning to service posiLions and open llllfi saline vvnen movonmiji'nnule from rin'ming to fu-lloelonso positionnnrl to remain inoperative(luring inuzinaozlinte posilions of ;--uol1 brake-valve lever,sulmlznninllv 21 19- soi'iloozl.

20. in an Ll11l')fl.l-Q system of the (:inss (le- Flqlibfitl lliccolnl'iinnlion of main and nuxilinry reservoir: :4. l'n'nlw cylii'nl0iaimain-lino pipe, :1. triple vulva rrn1n( -\:n--="l with if v with illslamina oil valve noun ems 'v pipe, a supplon'nnlory rcclinrgii -va; 1: iinnested ivitli'tlio nuxilizu-v moon on and with lhe triple 'valw oniln: train-line side of its piston to permit in I'Gillii-lgil'lg ol' thenuxiliaLry reservoir when tho l)l"itl\'('.'-i MT appliml Well a5 whenrcloasoll, a, lnnlqo-vnlvv vonnocteal \Vllf'll the liniz'nlinc pins andwith the main reservoir, 11 tmirnlino governor vonnootml with thelnakwvnlvo, n supplm'ncntzu'y outoll valve connocmad with the train-linegovliin: and lwtwocn llio nnunl connect-ions 01 such tmin-lii'ngovernorand train-line, a lever on suchlsuppleinontzu' out-oil valve arranged tobe oiferalcil by and durin the movements of the )ml e vnlvc lovor W ion.it approaches (itlior Extreme oi its IHOllOH to clmo the sonic win-ninovenicntis maalo from running tosorviw position and open the same whenIllUVClllQIlt is made from running to fillldlilmlm t position and toremain iniernieilinlo stop: of

voir, and s, regulating-valve connocteil thoro- With and with thetmin-iine pipe and trainline governor, substantially as described.

21, in an oirin'nlie system of the (loss cle- .,sci'ihad, l'loscombination of main and nuXilm1 reservoirs, brokewylinder, a, twin-linepipe, a l'riple Volvo ominocled with the $2113? ilmry reservoir,brake-cylinder and izroin-llno pipe, a supplenuenlmy roolnmrgingmimconnected with the auxiliary reservoir and with the triple valve. on thetrain-line side of its piston to permit a rcharging of the auxiliaryreservoir when the brakes are applied as well as whei'i relcasml, a,brake-Volvo Connected with the 'li'iiin-line pipe and with the mainreservoir, a {min-line govei-nor connected with tho broke-valve, nsupplomenlm y outoll' valve oonncctcd with the twin-line govminor zunllinin-lino and arranged between the usual conncvtions of such (min-linegovernor and train-line, a. lever on such supplennrntnry cut-oil valvearranged to bo operated by and during llie movements of ills brzikovalve lover when it approaches either extreme of its znotion to closethe same when movement is made from running lo service position and openlno some wllonmovemem is mode from running to full-release position andto remain inopan'olivc during interme- (limo stops of such lnal;r-lvnlve lover, a rogulnting-i'esorvoii, n rcgulmingvalve sonneto 1ltherewith and with, tho Mainline pipe and train-lino govcri'ior, and areducing oi" second governor valve .iu'rmigoll in tho ('onnoc-tionlnitwoen the rcgulmii'lg-valve and iinlinz governor, wlmtnntially n5described.

22. in on airinolco system of lhe claz, (losoi-ioed, 2 triple valveprovided with the usual ('onnoctions, a supplementary recharging-valvoconnected with the auxiliary resenvoii and with tho triple valve on, thotrain lino sirlo of its piston (()l'l'1}') )f-l43(i of is doubly(.lilfkik-fllvl? having an axial perforation Through n portion of tln:some normally cloned ll 5: sum l bull-valve to prevent return of air tothe twin-line hut to permit a, small volume of :lii' to pass upiherctln'ough, t-lu: \vl'iolc arranged to be raised lo clue upper limitof in motion and oni'iioly close commw nir-ntion lJCiWQlD the {min-linoand auxiliary reservoir when an excessive volume of on" is reoviimlbelow line valv, substantially (loscriinwi.

23. in 2. 1 amorous system ol the class do :rrribed, the somliinatzionof a brake-valve having the uunl conncolions, a lrain'line gov- (,FHOIoonnec'rul therewith, n supp!onwntnry ;ui.,-oll' valve arranged liotwe:*n the 'trainlino governor and tho Mainline to open and close the. usualoonnc'zcions lliez'mvith and or ringml to be opei'nlecl. during the movelllCllllS of the inning-valve level, a regulating reservoir, and n,zgulatingwnlvs COIIHQCK'Qil therewith and with the train-line governor11min piston or diaphragm no open and close and train-line formed of acasing having a a passaguthrough the rvgulming-valvc. main piston ordiaphragm therein, a passage GEORGE R HENDERSON around the same from thetrain-line governor WAL'XE H- Y. 'IL'RN ER.

to the regulating-reservoir of predetermined Witnesses:

size to admit a predetennined volume of air, GEO. H. HAYES.

andyalvc mechanism conncctwd with tho II. C (iILLIZSIIE.

